Pressure controlled charge supplying and mixing apparatus for internal combustion engines



A. MOORE 1,973,496 PRESSURE CONTROLLED CHARGE SUPPLYING AND MIXING Sept.11, 1934.

APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Nov. 8, 1929 3Sheets-Sheet 1.

Mk T m N km m w. n v n A 7 m rmfi A I a Ilrkl Ill-ll Sept. 11, 1934.MOORE 1,973,496

PRESSURE CONTROLLED CHARGE SUPPLYING AND MIXING APPARATUS FOR INTERNALCOMBUSTION ENGINE$ Filed NOV. 8, 1929 3 Sheets-Sheet 2 INVENTOR g YATTORNEY-6.

Sept. 11, 1934. A Moog; 1,973,496

PRESSUBEL CONTROLLED CHARGE SUPPLYING AND MIXING APPARATUS FOR INTERNALCOMBUSTION ENGINES Filed Nov. 8, 1929 3 Sheets-Sheet 3 INVENTOR ArZmqZonMoore BY 6' 5 .9:- JM GILMQ/ ATTORNEY Patented Sept. 11, 1934' PRESSURECONTROLLED CHARGE SUP- PLYING AND MIXING APPARATUS FOR INTERNALCOMBUSTION ENGINES Arlington Moore, New York, N. 2., assignor, by mesneassignments, to Maxmoor Corporation, New York, N. Y., a. corporation ofDelaware Application November 8, 1929, Serial No. 405,737

26 Claims. (c1. its-119) My invention relates tc a charge supplying andmixing apparatus in which the flow of fuel for the engine is controlledas a function of fluid pressure variations.

With my invention the flow of fuel is varied as a direct function ofvariation in fluid pres- ,sure taken from a source which providespressure varying directly with the weight of charge mate-' rial suppliedto the engine cylinders per unit of time, as, for example, the fuelpassage opening is valve'controlled as a direct function of variationsin the exhaust gas pressurein the exhaust con duit between the enginecylinders and the usual muflier, whereby to supply fuel in properproportion to the air throughout the load and speed range of the engine.

The air flow is accelerated and the fuel blasted into the intakeconduit, preferably at a region in the intake between the throttle andthe inlet valves, by gases under pressure, preferably gases from theengine cylinders, discharged in inductive relation to the air and fuelof the charge and adapted to lift the fuel from a low level supply tank,comminute the fuel so that all parts are readily vaporized, andhomogenize the charge.

Among the objects of my invention are the following:

To provide pressure responsive means which varies the fuel passageopening at rates substantially conforming to the rates of variation ofexhaust gas pressure substantially throughout the range thereof; toprovide means for supplementing the pressure responsive means insupplying additional fuel when required, such as upon accelerating orstarting the engine or both; to provide means for controlling theinductive effect onthe fuel jet, whereby to improve the fuel flow atidling; to provide means operated adjunctively to throttling foractuating said supplementing means and said means for controlling saidinductive effect; to provide fuel and injector nozzles,

which are readily assembled in fluid-tight relation to each other and totheir support and are productive of efficient injecting action; toprovide '45 fuel passage controlling means so located relative to thenozzles as to properly meter the fuel without interfering with theinjector action; and

finally to provide means for reducing undesirable noises due to passageof air into the intake past the throttle.

These and other features of the invention be best understoo'd inconnection with the accomjpanying drawings of a preferred form ofapparatus.

In said drawings:

Figure 1 is a side elevation of an engine equipped with apparatus inaccordance with my invention, the same being partly in section;

Fig. 2 is a detail sectional view on the line 2-2 of Fig. l;

Fig. 8 is a vertical section of an apparatus for replacing the usualcarburetor and fuel lifting mechanism, the parts being shown in positionfor engine idling;

Fig. 4 is a bottom plan thereof with parts in 85 section;

Fig. 5 is a detail sectional view on the line 5-5 of Fig. 4 lookinginthe direction of the arrows;

Fig. 6 is a detail sectional view of means for controlling the inductiveeffect on the fuel nozzle at idling;

Fig. 7 is a side elevation of throttle operated actuating means'for themeans shown at Figs. 4

v and 5, and

Fig. 8 is a sectional detail.

Air admitted by the manually operated throttle valve 10 passes through apassage 12 in an apparatus 14, which I designate a blast charger,through the manifold riser 16, the. manifold 18, and past the inletvalves 20, open on the intake stroke, into the combustion chamber 22 ofthe englue. The air passage preferably contains a venturi 24 having athroat 26. The exhaust conduit is indicated at 27.

In the unobstructed region between the'throttle and the intake valves Ideliver a blast of gaseous fluid toward the engine cylinders throughnozzle 28 disposed within the fuel nozzle 30, the latter being threadedthereon at 31, and directed therewith in the direction of air flow. Thenozzles 28 and 30 are maintained in spaced relation to each other by thelongitudinal ribs 31 spaced from each other. Nozzle 30 has the mouth 32thereof disposed within the throat 26 of venturi 24 which is made ofrelatively large diameter so that it is effective principally duringwide open throttle operation. With such arrangement the gaseous blast.aspirates and atomizes the fuel and also augments the flow of air to theengine cylinders.

The nozzles 28 and 30 are arranged to provide fuel passages 34 betweenthe ribs 31. The oriflee 36 of the nozzle 28 terminates inwardly fromtheend 32 of the fuel nozzle 30, the gaseous fluid and fuel aspirated bysaid fluid passing through 105 the cylindrical passage of the outerportion; 32 of the nozzle 30 into the venturi 24. The composite nozzlestructure is inserted into the, blast charger 14 through housing 38, thecontacting portions of the nozzle 28 and housing 38 being'll0 tapered sothat the structure may be drawn tightly into place by screws. nozzle 28within the fuel nozzle 30, the areas of the passages and theconcentricity of the nozzles need not be critically adjusted to obtainproper fuel flow and atomization thereof, and the gas discharge orifice36, being a simple round hole, is not subject to fouling. The twonozzles may be readily removed or inserted. A fluid-tight connectionwith the housing 38 is obtained by the.

gasket and nut, indicated at 39. v

The gaseous fluid for the blast preferablyconsists of gases from .theengine cylinders, which are available at pressures increasing with theincrease of charge quantity and contain products of combustion such asCO: and H20 together with nitrogen adapted to form anti-detonatingconstituents of the charge mixture permitting increase of compressionratio without detonation. The gases are permitted to passadjustably-limited-motion-ball check valves 40 in passages formed in theengine and providing if so desired communication from the combustionchambers 22 of the engine cylinders through separate conduits 41 to acommon manifold or conduit 42, preferably formed integral with theseparator 44. The gases are freed from undesirable particles bycentrifuging in separator 44, into which they are tangentiallydischarged through pipe 46, and from which they pass out to nozzle 28through pipe 48 having an inlet at substantially the center of theseparator. Theseparator 44 is provided with a cleanout plug 50.-

The adjustment of the ball valves for controlling the pressure reductionand the size of outlet from nozzle 28 are preferably such as to provideblasting pressure in the pressure line up to about 100 pounds per squareinch, the permissible pressure increasing according to design of intakemanifold, area of intake valves, and tim-' The manifold because of thethorough comminution of the fuel accomplished by blasting need not bedesigned for securing high velocity to suspend fuel into admixture withthe air, but can advantageously be made with the generously largecross-sectional areas and sweeping turns adapted to reduce friction andfurnish substantially maximum air supply to the engine cylinders. tionchambers, and maximum area and period of opening of intake valves, aredesirable in order to secure maximum efiiciency of operation. Ipreferably vary the ball valve adjustment slightly for the severalcylinders and thereby secure identical compression pressures in each,with re-' sulting smooth engine performance.

Fuel is supplied to the nozzle 30 from the source of fuel supply, as thetank 52 vented to the atmosphere at 54, through pipe 56, chamber 58 inhousing 38, and metering orifice 60 in member 62 communicating withpassages 34 through opening 64 formed inthe lower portion of the wall ofthe nozzle 30, preferably at the side thereof opposite the throttle-10.The metering orifice Gil-extends transversely of the nozzles 28 and 30exteriorly of and in close proximity thereto so as to meter the fuel asclose as possible thereto without interfer ing with the injector action.Theintermediate portion of the pipe 56 is relatively low compared to theends thereof to prevent the fuel from entirely draining backinto thetank 52 when the engine ceases operation so that fuel is available inthe fuel line for quickly starting the engine.

A tubular portion or sleeve 86 forms an ex- By inserting the gas- A freesweep of the gases into the combus tension for the chamber 58 andterminates at its remote end in a wall portion 68 which with the cap 70detachably threaded thereon forms a chamber or enclosure 72 forreceivingthe bellows or pressure responsiye device 74 with the axis thereofdisposed transversely relative to the axes of the nozzles 28 and 30.

The portion '75 of the manifold 18 facing the fuel injector nozzlesystem at the upper end of the intake riser 16 is preferably heated bymeans of the hot exhaust gas so that the comminuted fuel dischargedagainst the same will not condense. For this purpose the exhaustmanifold 2'1 is provided with.an opening 2'7 exposing the part 75 to theheated gas. The manifolds 18 and 27 are secured together toprovide atight joint at this point by means of the bolts 27* and theinterposed-gasket 27. Thisarrangement prevents precipitation orcondensation of the comminuted fuel upon the impact thereof with theportion '15, and this is accomplished without unduly heating the aircomponent. and.

ing, to air flow as augmented by the cylinder I gas blast, and to intakedepression as, reduced by air bleed or by the discharge of cylindergases into the intake. The suction from the several sources thereof isamply suflicient throughout the range of engine operation, so that inthecase of the automobile engine, for example,

changes in fuel level when operating on level road do not appreciablyaffect the rate of fuel flow, and the fuel for the engine may be lifted,without dependence upon other fuel lifting devices, even during'travelup the steepest grades. The comminution of fuel issuing from nozzle 30is approximately uniform, since its two producing causes, blasting bycylinder gas and discharge into partial vacuum, are of substantiallycomplementary magnitude throughout the range of engine operation.

I regulate the extent of opening of the fuel passage so as to supply therequired fuel in response to the suction thereon. In the form shown theextent of opening of the fuel conduit iscontrolled by the taperedmetering pin or valve 76 slidably guided in the bearing 78 within thesleeve 66 and coactingwith the port 60. Pin 76 is controlled by bellows'74 to whichit is flexibly connected as by meansof the spherical headedscrew member 80 and ring nut 82.

The cap '10 has an opening 84 into which is threaded a bushing '86having a gasketed flange 88 at the inner side of the cap. The bellows 14is threaded on the inner end 90 of the bushing 86, the cap '10and-bellows 74 being drawn up tight against the flange 88 to preventleakage through the opening 84. A tubular member-92 is threaded into thebushing 86 which member,

92 in turn receives the tubular member 94- reverse of, whereby to exposethe interior of the bellows to atmospheric pressure.

Tubular member 106 acts as a stop to prevent contraction of the bellowsbeyond that necessary to provide a fuelorifice of predetermined maxi-,-mum size. The member 100 is threaded into a cap 162 enclosing bus 86 andmembers 92 and 94 and secured by screws 1043-0 the outer end of theclosure '70. The member 100 may be adjusted axially without removing thecap 102 and then locked by nut 106. By unscrewing the cap 76 the bellows74 and valve 76 may be removed as a unit therewith for inspection,repairs or replacement. e

The casing provides a substantially airtight enclosure for the bellows'74, forming about the bellows a dead end" air chamber 72 whichcommunicates through the pressure line or conduit 103 with the interiorof the exhaust gas conduit 27. The pressure line 108 preferablycomprises an enlarged outer portion llonear the exhaust conduit 27having a volume which is as great as or greater than the increase involume of the chamber 72when the bellows has contracted to its maximumextent, the portion 110 preferably communicating with the interior ofthe bellows casing through atubular portion 112 of reducedcross-section. The opening 113 between the tube portions 110 and 112, asshown at Fig; 8, is constricted sumciently relative to the cross-sectionof tube 112 to smooth out th exhaust gas pressure pulsations.

The inherent resiliency of the bellows '74 is supplemented in opposingcontraction thereof to enlarge the opening at 60 by a relatively lightconstantly acting coil spring 11 disposed about the lower end of member100 between the bellows and the-adjustable tubular abutment 94 and astronger spring 116 disposed about member 9a between the bellows and theabutment 92, the spring 116 being fully relaxed whenthe bellows isexpanded and beco enective only. after the bellows has contracted to eextent,

I have found in the operation oi. internal combustion engines that theexhaust gas pressure varies from slightly above 1 rlc pressure upwardly,and in case of automotive apparatus employing muiiiers the pressure beseveral pounds above atmospheric as the quantity of, cylinder chargeincreases. The pressure" of the exhaust gas is indicative of the 0weight, and hence of the fuel requirements for various engine loads andspeeds. These pressure variations are therefore ideal for controllingthe fuel passage area to vary the fuel supply in accordance with therequirements, and the range of pressure variation is sufliciently wideto impart the required movement to the bellows to vary the fuel passageopening substantially from the minimum to the maximum requirech' Withthe hereinbefore described arrangement the pressure variations withinthe exhaust manifold 27 are impressed on the air within the pressureline 108 and chamber '12 and cause the bellows 74 to move in accordancetherewith, the portion 110 of the pressure line serving to exclude theheated exhaust gas from circulating or passing into chamber '12 intocontact with the bellows, so that the latter remains cool. The bellows74 is therefore controlled by the variations in diiferential between'thesuperratmospheric exhaust gas pressure and, atmospheric. pressure, thatis, by the variations in the gauge" pressure of the exhaust gas, whichpressure varies in the right direction and to the required extent tocause variation of the fuel supply directly therewith substantiallythroughout entire ranges of engine operation.

As the exhaust gas pressure increases the bellows 74 contracts causingmovement of valve 76. The opening movement of the valve as the bellowscontracts is resisted first by the light spring component ,114 includingthe resiliency of the bellows itself, and then additionally resisted bythe stronger spring component 116, thus, the bellows is made initiallysensitive to inches of water pressure. The inherent resiliency of thebellows and the springs 114 and 116 serve when the bellows expands uponthe reduction of exhaust gas pressure to produce a correspondinglyopposite or closing movement of the fuel metering pin.

With the control of the fuel passage as described compensation forbarometric changes is automatically obtained. The springs which tend toreduce the fuel passage area are of course unafiected by barometricchange and the exhaust gas gauge pressure tending to open the fuelpassage varies directly with barometric change because of correspondingvariation in the weight of charge with the result that, for example, inpassing from a region of higher pressure to one of lower pressure, as inclimbing with an airplane, the fuel supply passage is reduced to supplyfuel in reducedquantity corresponding with the reduced air weightavailable.

The closing movement of the metering pin 76 and expansion of thebellowsis limited by the stop cams 118 and 120 which engage the free end of thebellows '74 in the expanded position thereof to determine the minimumfuel passage opening,

The bellows is preferably retained thereby under slight initialcompression, the resulting resiliency of the bellows and the spring 114retaining the bellows firmly seated on the cams in the expanded or,idling position of the bellows. The cams 118 .and 120 are detachablysecured to the inner ends of shafts 122 and 124 rotatably receivedwithin the plugs 126 and 128 threaded into the openings 136 and 132 atopposite sides of the part 68. The plugs 126 and 128 may be readilyremoved from and inserted in place and maintain the casing 70 fluidtight at the points where the shafts 122 and 124 enter the same.

The shaft 122, which is arranged in parallelism with the pivot ofthrottle 10, is actuated adjunctively to throttling through the crankmember 134 mounted on the outer end of the shaft 122 for adjustmentrotatively about the same, and adapted to be secured to the member 136fastened to the shaft 122, the, crank 34 being locked in variouspositions by the screw 138 which passes through the slot 140 in themember 134 and is threaded into member 136.

A link 142 pivotally connects the throttle arm 144 with, the crank 134,the link 142 being connected to the crank 134 by the pivot pin 146received in hole 148. The direction of movement of the bellows and thedisposition of the shaft 122 in parallel with the throttle pivot permitsof the employment of a simple connection between the throttle and shaft122 which positively moves the cam'in both directions withoutinterfering with the free movement of the bellows over the higherportion of the exhaust gas pressure range. As'the throttle 10 is openedthe shaft 122 is rotated to a slight extent causing the cam 118 tocompress the bellows to enlarge the fuel passage opening. I

Thus, upon accelerating from engine idling, the

exhaust gas pressure then being low, the initial and additional fuelrequired'for accelerating is the throttle closes.

haust gas pressure in causing bellows contraction. As the exhaust gaspressure increases, the bellows contracts disengaging the cam 118 whichat-open throttle positions is located to provide the proper fuel atminimum speeds full load.

The shaft 124 is actuated from a distant point, such as by a wirecontrol from the dash board of a motor vehicle connected to the arm, 150which is secured to the outer end of shaft 124'. The fuel passageopening may thus be enlarged manually through cam 120 for enginestarting.

In order to supply the fuel component of the charge to the enginesteadily at idling, I preferably reduce the suction effective on thefuel by bleeding air into admixture with the fuel at a pointintermediate the metering orifice and the discharge end 32 of the fuelnozzle. This permits of a corresponding increase of the fuel passageopening at 60 and materially reduces the friction and fluctuation at 60.The bled air is delivered through the passage 152 in part 38 at thethrottle side of the nozzles into the fuel conduit 34 where the fuelis'aerated.

The air bleed passage 152 is controlled from a point contiguous to theend of the throttle pivot opposite the crank 144 by a valve 154 which isnormally held closed by spring 156. The valve 154 and spring 156 aredisposed within a valve casing 158 having bleed openings 160 andcommunicat ing with the passage 152. The stem 162 has a head 164adjustable axially of the stem and cooperating with the finger 166secured to the pivot of throttle 10 and adapted to open valve 154 as Byadjusting the head 164 the extent of opening of the air bleed at idling,and hence the induction, may be accurately controlled to supply therequisite fuel at idling without necessitating adjustment of the minimumfuel passage area at 60. As the throttle opens the air supply throughthe bleed holes 160 is gradually shut off. The passage 152 is alsoprovided with a relatively small air bleed 167 to prevent the passage152 from filling with fuel.

The throttle 10 is preferably provided with a bleed opening 168 foradmitting air at idling when the throttle is closed. When the air foridling is supplied through a very small crescent form passage over theedge of the nearly closed throttle, as in ordinary practice, thefriction causesthe' air supply to be erratic, and this is avoided by theuse of bleed opening 168.

The shaft of throttle 10 is located eccentrically within the air passageto permit of sensitive control and automatic closing of the throttleshould the throttle spring break.

As the throttle opens substantially the air bleed passage 152 closes soas to maintain the highest vacuum possible upon the fuel orifice. Thiscan be advantageously done because the fuel passage areas are thenlarger and frictional resistance to fuel flow is greatly reduced.

The inlet of the air passage 12 at the atmospheric side of the throttle10 receives a member 170 constructed to deaden noise due to the passageof air into' the intake past the throttle. The member 170 comprises atruncated open ended tubular portion 1'72: extending into the body ofmember 170 in spaced relation to the wall thereof and providing anair-inlet of gradually decreasing cross-section towards the throttle andan annular pocket 1'14 intermediate the portion 1'72 and the outer wallof member 170.

Engine starting prevents stalling during the warming up period withoutentire dependence upon air velocity or intake depression which fluctuateundesirably. The fuel passage can be increased if needed by manualoperation of cam 120.

I dling At the small air passage openings for idling and slightly beyondidling, the inductive effect on the fuel of the blast of cylinder gasesis not considerable, since the cylinder gas pressure is low because thecharge weight is low. The intake depression, however, is substantiallymaximum because of the limited extent of throttle opening, and there isa very high suction on the fuel from this source, and since very littlefuel is needed, the fuel pas sage must be restricted by moving the pin76 toward closing position, providing a fuel passage opening which atidling is of minimum area. I

have found, however, that at idling operation highly constricted fueland air passages with the resulting frictional retardation of thepassage of fuel and air often cause erratic operation, due to the fueland air supply fluctuating undesirably.

I insure steady, smooth and economical operation Fractional load ortorque range During torque range of operation, that is, beyond idlingand below full load operation at open throttle, in whichrange enginetorque up to maximum obtainable is controlled by manually opening thethrottle, the intensity of the cylinder gas blast, inductive effect ofcylinder gases on the fuel,

accelerating effect thereof on the air, and quantity of air admittedpast the throttle, all vary directly with the manually-controlledthrottle opening. While the intake depression becomes less as theopening of the throttle is increased and also becomes less because ofthe increasingly large quantity of cylinder gas being blasted atincreased pressure into the intake, there is, nevertheless, throughoutthis range ample suction to lift and deliver the fuel into the intake,such suction being due to induction of cylinder gas blast and to intakedepression, the latter being dependent largely on throttle position andsubstantially complementary in magnitude to the induction of cylindergas-blast. and, to a lesser extent, to air flow (as augmented by theblast'of cylinder gases).

During thisstage of operation the variations in exhaust gas pressure dueto variations in charge material quantity are transmitted to thebellows,

resulting in variation of the fuel'passage area directly with the airsupply.

Unless a bellows of sufliciently large capacity is madeuse of adapted torespond very positively chanical control through the throttle, thethrottle exhaust gas pressure range.

movement being also utilized for closing the air bleed, therebyincreasing the inductive eifect and further increasing the fuel flow.

. Full load range At wide open throttle the intake depression is verylow. As the speed increases at full load there is an increase incylinder gas induction and the quantity and velocity of air increase ata rapid rate with the increase in engine speed and thus at full loadwith the fuel nozzle located within the venturi 2i ample suction isobtained for full load fuel delivery, due principally to induction bycylinder gas blast augmented by air velocity.

In this range of operation the fuel requirements increase with increasein engine speed. I accordingly utilizethe variations in exhaust gaspressure occurring upon speed changes at full load for varying the fuelpassage area directly therewith through movement .of the pin 76, and, by

combination of suction and fuel passage area control, supply therequisite fuel in suitable proportion to the air throughout the speedrange at wide open throttle.

By my invention I can operate internal combus-. tion engines either onthe present customarily used fuels or on fuels of much higherboilingpoint than used with the customary-carburetor, and am enabled toput all the fuel for the whole range of operation through a simplenozzle and=eliminate the various compensating .jets and mechanismsemployed in conventional carburetors, and generally increase theover-all-efliciency of internal combustion engines.

Having thus described'myinvention, what I claim and desire to secure byLetters Patent is:

1. In apparatus for suppl and mixing charges for internal combustionengines, an intake, a throttle therein, a housing portion having a borein alignment with the riser portion of said intake, a nozzle for highpressure gases received within said bore, a fuel nozzle disposed aboutsaid first named nozzle and detachably secured thereto, said housingportion having a passage therein disposed transversely of said nozzlesand communicating with theinterior of said fuel nozzle, said passagehaving a portion of relatively reduced cross-section in close proximityto said nozzle, a bearing disposed in said passage, a fuel meteringvalve slidable in said bearing and cooperating with said relativelyreduced portion of the passage, and pressure responsive means at theopposite end of said bearing connected to said valve. 7

2. In apparatus for supplying and mixing chargesfor internal combustionengines, an exhaust conduit, an intake, means forrsupplying conduit forcontrollingthe fuel flow, comprising spring means for opposing movementof said pres--' sure responsive means as the exhaust gas pressureincreases, said spring means including a component effective in opposingmovement of said pressure responsive means over a portion only of the 3.In apparatus for supplying and mixing charges for internal combustionengines, an exhaust conduit, an intake, means for supplying fuelthereto, and pressure responsive means subject to variations in pressureinsaid exhaust conduit for controlling the fuel flow, comprising springmeans for opposing inovementof the pressure responsive means in responseto increases in exhaust gas pressure substantially coextensively withthe range thereof, said spring means including a more powerful componenteffective in opposing movement of the pressure responsive means over theupper portion only of the exhaust gas pressure range, whereby to causethe fuel flow to vary at a slower rate over the upper portion of saidrange than over the lower portion thereof. v

4. In apparatus for supplying and mixing charges for internal combustionengines, an ex haust conduit, an intake, means for supplying.

fuel thereto, elastic pressure responsive means supplementing saidresiliency for opposing movement of said pressure responsive means asthe exhaustgas pressure increases.

'5. In apparatus 'for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake, means for supplyingfuel thereto, pressure responsive means for vary ing the fuel passageopening, stops for limiting themovement of said pressure responsivemeans in both directions and determining the minimum and maximum fuelpassage openings, means for subjecting said pressure responsive means tothe variations in pressure in said exhaust conduit, and spring means foropposing movement of said pressure responsive means as the exhaust gaspressure increases, said spring means being more effective over theupper portion of the exhaust gas pressure range than over the lowerportion thereof, whereby to vary the rate of opening of fuel, thereto,pressure responsive means subject to the variations in exhaust gaspressure for controlling .the fuel flow, and spring means for op-Hposing movement of said pressure responsive means as the exhaust gaspressure increases, said spring means including a component providing Iappreciable opposition to themovement of said pressure responsive meansover the upper portion of the pressure range and a component providingless opposition to the said movement over the lower portion of saidrange. i v

7. In apparatus for supplying and mixing charges for internal combustionengines, an exhaust conduit, an intake, means for supplying fuelthereto, an' elastic pressure responsive element subject to thevariations in pressure in said exhaust conduit for varying the fuelpassage opening, stop means for. retaining said element against movementbeyond its elastic limits and determining the minimum and maximum fuelpassage openings, and a supplementing spring for said elastic elementeffective over the upper portion of the exhaust gaspressure range inopposing increases in exhaust gas pressure, said spring being inactiveover the lower portion of said pressure range. v V

8. In apparatus for supplying and mixingharges for internal combustionengines, an exhaust conduit, an intake, means for supplying prevent fuelpassage area variation at the lower end of the exhaust gas pressurerange when the variations thereof are relatively slight, whilepermitting of contraction of said element relatively early upon greaterincreases in exhaust gas pressure, and supplemental spring means forincreasing the opposition to the contraction of said element coming intoaction over the higher portion only of the exhaust gas pressure range.

9. In apparatus for supplying andmixing charges for internal combustionengines, an intake, means for supplying fuel thereto, an enclosure, abellows disposed within said enclosure and secured at one end thereto, atubular open ended stop extending into said bellows through the securedend thereof and exposing the interior thereof to atmospheric pressure,means for exposing the exteriorof said bellows within said enclosure topressure variations, and a valve connected to said bellows forcontrolling the fuel pp y.

10. In apparatus for supplying and mixing charges for internalcombustion engines, means for supplying fuel thereto, an enclosurehaving a removable cap, said enclosure and said cap forming a singlechamber, an expansible-contractible bellows element 'received withinsaid enclosure and carried by said cap, and means connected to saidelement for controlling said fuel supplying means.

11. In apparatus for supplying and mixing charges for internalcombustion engines, an intake, means for supplying fuel thereto, atubular portion having a bearing and terminating in a wall portion, acap removably secured to said wall portion and forming therewith anenclosure, a

I bellows received within the enclosure and secured at one end to saidcap, and a needle valve flexibly connected to said bellows at theopposite end thereof and slidable in said bearing for controlling saidfuel supplying means, said bellows and said valve being removable as aunit with saidcap.

12. In apparatus for supplying and mixing charges for internalcombustion engines, an intake, means for supplying fuel thereto, anenclosure, a bellows disposed therein and secured at one end'thereto, atubular abutment extending into said bellows through the secured endthereof, an open ended tubular stop extending into said bellows throughsaid tubular abutment, a springinterposed between said bellows and saidabutment around said stop, and means for .ccntrolling the fuel supplyfrom the bellows.'

, 13. In apparatus for supplying and nKi'xing charges for internalcombustion engines, an intake, means for supplying fuel thereto,anenclosure, a bellows disposed therein and secured at one end thereto,concentric tubular abutments extending into said bellows through thesecured end thereof, anopen ended tubular stop extending into saidbellows through the inner of said tubular abutments, springs.interposed'between said springs coming into action after partialcontraction of the bellows, and valvular means connected to the bellowsfor controlling the fuel supply.

14. In apparatus for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake, means for supplyingfuel thereto, an enclosure, a bellows received within said enclosureand'secured at one end thereto, axially adjustable concentric tubularabutments extending into said bellows through the secured end thereof, aclosure for the outer ends of said tubular abutments, an open endedtubular stopv carried by said closure and adjustable axially therein andextending intosaid bellows through the inner of said tubular abutments,springs interposed between said bellows and said tubular abutments, oneof said springs coming into action after partial contraction of thebellows, means for subjecting the exterior of the bellows within saidenclosure therefor to exhaust gas pressure variation, and valvular meansconnected to the bellows for controlling the fuel supply.

15. In apparatus .for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake, a throttle therein,

means for supplying fuel to the intake, means responsive to variationsin exhaust gas pressure for controlling the fuel supply, and a memberoperated by the throttle for mechanically actuating said pressureresponsive means to increase the fuel supply upon opening of thethrottle.

16. In apparatus for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake, a throttle therein, anozzle for supplying fuel to the intake beyond 'the throttle, meansresponsive to variationsin exhaust gas, pressure for controlling thefuel passage opening, an air bleed communicating with said nozzle, avalve normally closing. said air bleed, and means actuated from thethrottle for opening the bleed valve as the throttle closes andmechanically actuating said pressure responsive means to enlarge thefuel passage as thethrottle ing spring means for closing off the fuelpassage,

and a member operated by the throttle and adapted to move said pressureresponsive means against the spring 'tgnsion thereof for enlarging thefuel passage -areal-as the throttle opens.

18. In apparatus for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake,. a throttle therein,meansfor supplying fuel to the intake, means responsive to variations inexhaust gas pressure for controlling-the fuel passage area and in-'-cluding spring means for closing oil. the fuel passage, and a memberoperated bythe throttle and adapted to move said pressure responsivemeans against the spring tension thereof for enlarging the fuel passagearea as the throttle opens, said member serving as a stop for preventingundue reductions in the fuel passage area. upon decreases in exhaust gaspressure'at open throttle positions.

19. In apparatus for supplying and mixing charges for internalcombustion engines,'an exsaid bellows and said tubularabutments, one ofhaust conduit, an intake, athrottle'therein, means for supplying fuel tothe intake, an element responsive to variations in exhaust gas pressurefor controlling the fuel passage areaand including spring means forclosing off the fuel passage, and plural means adapted to coact withsaid pressure responsive element for mechanically actuating the same,one of said plural means being actuated adjunctively to throttling, andthe other thereof being independently actuated in starting the engine.

20. In apparatus for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake, a throttle therein,means for supplying fuel to the intake, means responsive to variationsin exhaust gas pressure for controlling the fuel passage area, a camcoacting with said pressure responsive means, and

- a connection between said throttle and said cam,

whereby to mechanically enlarge the fuel passage area as the throttleopens.

21. In apparatus for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake, a throttle therein,means for supplying fuelto theintake, means responsive to variations inexhaust gas pressure for controlling the fuel passage area and includ-'ing spring means for closing ofl the fuel passage, cams disposed at thefree end of said pressure responsive means, means for actuating one ofsaid cams-from the throttle to enlarge the fuel passage as the throttleopens, and means for independently actuating the other of said cams forenlarging the fuel passage in starting the engine. I I

22. In apparatus for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake having a laterallydisposed air inlet, a throttle therein, a fuel nozzle extending intosaid intake; 9, fuel passage having ametering orifice disposed in closeproximity to said nozzle, and communicating therewith, a bearing inalignment with and beyond said metering orifice, a valve slidably guidedin said bearing and cooperating with said metering orifice, an enclosurebeyond said bearing, an expansible-bontractible element disposed withinsaid enclosure and connected at the inner end thereof to .said valve,said element having the axis thereof disposed in alignment with saidvalve, and means for subjecting the exterior of said element to thepressure variations in said exhaust conduit. 2-3. In apparatus forsupplying 'and mixing charges for internal combustion engines, anexhaust conduit, an intake having a laterally disposed air inlet, apivoted throttle therein, a fuel nozzle extending into said intakebeyond said throttle, a fuel passage having a metering orificedisppsed'transversely of and communicating with said nozzle at theside-thereof opposite said throttle, a bearing in alignment with andbeyond said orifice, a valve slidably guided 'in said bearing andcooperating with said metering oriflce, an enclosure beyond saidbearing, an expansible-contractible element disposed within saidenclosure and connected at the inner end thereof to' said valve, saidelement having the axis thereof disposed in alignment with said valve,means for subjecting the exterior of said element to the pressurevariations in said exhaust conduit, a shaft disposed. in parallelismwith the pivot of said throttle and extending into said enclosure influid tight relation thereto, a member on the inner end of said shaftadapted to'coact with said element for contracting the same, and a linkconnection between said throttle and said shaft, whereby tosupplement-the exhaust gas pressure mechanically in causing enlargementof the fuel passage opening upon opening movement of the throttle. 24.In apparatus for supplying and mixing charges for internal combustionengines, an exhaust conduit, an intake, meansfor supplying fuel to theintake, pressure responsive means for controlling the fuel supply, andtubular means for transmitting the pressure variations from said exhaustconduit to saidpressure responsive means including an enlarged portioncontiguous to said exhaust conduit and a smaller portion contiguous tosaid pressure responsive means, said. smaller portion having arelatively constricted part forming an orifice adapted to smooth outpulsations in exhaust gas pressure;

25. In apparatus for supplying and mixing charges for internalcombustion engines, an exhaust conduit, an intake having a laterallydisposed air inlet, a pivoted throttle therein, a fuel nozzle extendinginto said intake beyond said throttle, a fuel passage having 'a meteringorifice disposed transversely of and communicating with said nozzle atthe side thereof opposite said throttle, a bearing in alignment with andbeyond saidoriflce, a valve slidably guided in said 112' bearing andcooperating with said metering oriflce, an enclosure beyond saidbearing, an expansible-contractible element disposed within ,a

said enclosure and connected at the inner end* 1 thereof to said valve,means for subjecting the 115 exterior of said element to the pressurevariations in said exhaust conduit, a shaft disposed in par,- allelismwith the pivot of said throttle and extending into said enclosure influid tight relation thereto, a member on the inner end of' said shaft122 adapted to coact with said element forcontracting the same as thethrottle opens,- a link connection between one end of said'throttle andsaid shaft, an air bleed passage communicating with said nozzle, a valvecontrolling said air 125 bleed passage, and means on the opposite end ofsaid throttle for actuating said valve to open' the same as the throttlecloses.

, manently open air bleed intp said airv bleed passage for preventingpassage of fuel thereinto when said valvular means is closed.

V mimd'i on itroonn.

